Differences of the V-46-6 battle tank engine
The V-46-6 engine has the following differences from the V-46 battle tank engine:
- the oil filter is installed vertically in the machine;
- the bypass valve 7 for bypassing unfiltered oil is located in a special housing, which is put on the rod 8 inside the filter housing 3;
- in the oil filter, three slotted filter sections 4, 5 and b are used instead of two;
- for the passage of oil from the third section and from the pressure reducing valve, two additional pairs are made in the filter rod holes;
- at the oil inlet to the filter, instead of a threaded sleeve, an IО fitting is used, which provides a more convenient installation of the oil supply pipeline in the machine;
- the MTs-I centrifugal oil filter was moved to the other side of the engine, since the MAF oil filter is installed in its previous place;
- the branch pipe for draining the oil from the MC-I filter on the crankcase is rotated accordingly;
- the place of the oil supply to the supercharger was moved to the opposite side of the supercharger body;
- the design of pipelines and their attachment points on the crankcase have been changed;
- the MC-I filter does not have fastening paws on the body, since the fastening is carried out in the machine using clamps;
- to ensure connection to the oil drain pipeline, the drain pipe at MC-I is turned 180 °;
- the non-return valve in the fitting on the fine fuel filter has been moved to the air release valve of the machine;
- the design of the pipe for supplying liquid from the left block to the water distribution pipe of the heating cavity of the upper half of the crankcase has been changed. A branch pipe is made on this pipe for connecting a pipe coming from the heater. The pipe for supplying fluid from the right block to the water distribution pipe of the heating cavity of the upper half of the crankcase remained unchanged.
- the oil filter is installed vertically in the machine;
- the bypass valve 7 for bypassing unfiltered oil is located in a special housing, which is put on the rod 8 inside the filter housing 3;
- in the oil filter, three slotted filter sections 4, 5 and b are used instead of two;
- for the passage of oil from the third section and from the pressure reducing valve, two additional pairs are made in the filter rod holes;
- at the oil inlet to the filter, instead of a threaded sleeve, an IО fitting is used, which provides a more convenient installation of the oil supply pipeline in the machine;
- the MTs-I centrifugal oil filter was moved to the other side of the engine, since the MAF oil filter is installed in its previous place;
- the branch pipe for draining the oil from the MC-I filter on the crankcase is rotated accordingly;
- the place of the oil supply to the supercharger was moved to the opposite side of the supercharger body;
- the design of pipelines and their attachment points on the crankcase have been changed;
- the MC-I filter does not have fastening paws on the body, since the fastening is carried out in the machine using clamps;
- to ensure connection to the oil drain pipeline, the drain pipe at MC-I is turned 180 °;
- the non-return valve in the fitting on the fine fuel filter has been moved to the air release valve of the machine;
- the design of the pipe for supplying liquid from the left block to the water distribution pipe of the heating cavity of the upper half of the crankcase has been changed. A branch pipe is made on this pipe for connecting a pipe coming from the heater. The pipe for supplying fluid from the right block to the water distribution pipe of the heating cavity of the upper half of the crankcase remained unchanged.
- Intake strokeWhen the crankshaft rotates, the piston, moving in the cylinder from TDC (Top Dead Centre) to BDC (Bottom Dead Centre) (180 ° in the angle of rotation of the crankshaft), increases the volume and creates a vacuum in the cylinder. At this time, the intake valves are open and air enters the cylinders. The air pressure in the cylinder at the end of the intake stroke due to resistances (mainly in the air cleaner and intake valves) does not reach atmospheric pressure, especially at high engine speeds. The driven centrifugal supercharger of the engine not only compensates for the pressure drop due to resistance, but also creates excess pressure (above atmospheric pressure) over the entire operating frequency range. The V-46 engine has an overpressure of 0.82 kgf / cm at an air temperature of 128 ° C.
For better cylinder filling, the intake valves open 35 ° before TDC and close after passing piston BDC (33 ° after BDC), i.e. at the beginning of the compression stroke. - Compression strokeIn the compression stroke, the piston moves from BDC to TDC with the intake and exhaust valves closed and the air in the cylinder is compressed (compression ratio 14). A high compression ratio is necessary to obtain high pressure and high temperature of the air in the cylinder, which ensure self-ignition of the injected fuel. The air pressure in the cylinder at the end of compression reaches 66 kgf / cm², and the temperature is 760 ° C.
At the end of the stroke, when the piston has not yet reached TDC by 33 ° ± 0.5 °; fuel is injected into the cylinder, the fuel supplied to the combustion chamber in atomized form, due to the high temperature of the compressed air, quickly heats up and ignites spontaneously.
The gas pressure in the cylinder rises sharply to 105 kgf / cm², and their temperature reaches 1780 ° C. - Expansion stroke (working stroke)As a result of the expansion of gases and their pressure on the piston, the latter moves from TDC to BDC and, acting through the connecting rod on the crank, drives the crankshaft into rotation. When the piston moves to BDC, the volume of gases increases, and their pressure and temperature decrease. When the piston approaches the BDC, the intake valves open.
The gas pressure drops to 5.12 kgf / cm² and the temperature drops to 825 ° C. - Exhaust strokeThe piston moves from BDC to TDC; combustion products are removed through the open intake valves. The pressure in the cylinder decreases, exceeding the pressure in the exhaust manifold by 0.05-0.15 kgf / cm² at the end of the stroke.
To accelerate the release of gases from the cylinder at the exhaust stroke and the fastest decrease in the pressure of the gases acting on the piston when it moves from BDC to TDC, the exhaust valves open to BDC in the expansion stroke.
To improve the cleaning of the cylinder from exhaust gases, the exhaust valves are closed after TDC.
At the end of the exhaust stroke and at the beginning of the intake stroke, the intake and exhaust valves are simultaneously open. This period is called valve overlap. On the V-46 engine, the overlap is. 75 ° crankshaft rotation.
During this period, due to the presence of excess pressure. The combustion chamber is purged with air in the intake manifold. As a result of blowing, the cleaning of the cylinder from exhaust gases is improved and the valves, piston and nozzle atomizer body are cooled by air, which increases the reliability of these parts and increases the coefficient of filling the cylinders with air.
Forced filling of the cylinders with air, an increase in its density in the intake manifold due to pressurization, and an increase in the portion of injected fuel (cyclic feed) made it possible to significantly increase the power of the B-46 engine compared to the B-2 type engine (naturally aspirated).
Service center
The enterprise fully complies with the production technology, diagnostics and repair of tank engines.
For our partners' convenience, a service center was created for warranty and post-warranty maintenance of engines, airfield, electric and gas technology.
For our partners' convenience, a service center was created for warranty and post-warranty maintenance of engines, airfield, electric and gas technology.
Worldwide shipping
We can deliver our products anywhere in the world. We deliver on the terms of Incoterms (FCA, EXW, CIP, CPT, DAP, FOB).